Electric locomotive



Sept. 15, 1931. J. 5. KEEN ET AL 1,823,610

ELECTRIC LOCOMOTIVE Filed June 29. 1929 5 Sheets-Sheet 1 Sept. 15, 1931.J. 5. KEEN ET AL 1,823,610

ELECTRIC LOCOMOTIVE Filed June 29, 1929 5 Sheets-Sheet 2 age! Sept. 15,1931.

J. 5. KEEN ET AL ELECTRIC LOCOMOTIVE Filed June 29, 1929 5 Sheets-Sheet3 LJL Sept. 15, 1931.

J. s. KEEN ET AL 1,823,610

ELECTRIC LOCOMOTIVE Filed June 29,

5 Sheets-Shem 4 Sept. 15, 1 931. J. 5. KEEN ET AL ELECTRIC LOCOMOTIVEFiled June 2'9. 1929 5 Sheets-She Lavezcrs;

Patented Sept. 15, 1931 UNITED STATES PATENT OFFICE JOHN S. KEEN, OFPHILADELPHIA, AND FRANK B. DEANS, F SHARON HILL, PENNSYLVANIA ELECTRICLOCOMOTIVE Application filed June 29,

Our invention relates to certain improvements in locomotives of the typeusing an internal combustion engine as the power mechanism which isgeared to an electric generator and which in turn is connected to themotors on the trucks of the locomotive.

One object of the present invention is to construct the internalcombustion engine, which is of the Diesel type, in such a manner thattwo crank-shafts are provided, one on each side of the centre of theengine, and to provide supporting cross-frames and removable enclosingmeans whereby access can be had to the crank-shafts and the connectedparts.

Another object of the invention is to provide a centrifugal fan forsupplying air to air intake manifolds.

A further object of the invention is to provide a small air compressor,driven by a gas engine, for starting when the engine is cold, so as toprovide suflicient air pressure to start the large engine.

And a still further object of the invention is to mount a radiatorstructure at each end of the cab, in combination with fans fordelivering the exhaust upward and outward through side openings at topof the cab.

The invention relates to other details which will be fully describedhereinafter.

In the accompanying drawings: 3

Figs. 1, 1a and 1b are connected views showing the driving mechanism ofthe locomotive in full lines in elevation, and the locomotive frame, caband axles in dotted lines;

Fig. 2 is a view of the front end of the locomotive; and

Fig. 3 is a transverse sectional view through the engines on the line3-3, Fig. 1a.

On the frame 1 of the locomotive is a cab 2 and within the cab is thedriving mechanism, including an internal combustion engine 3 of theDiesel type, a blower, a

blower motor and fan, fuel tanks, and the electric generator t which isdriven by the internal combustion engine 3 and which drives the motors 6on the trucks 5 of the locomotive. In the present instance these trucksare of the 6-wheel type and the motors '6 1929. Serial No. 374,730.

are mounted on the end axles of each truck, as shown in dotted lines.

The side frames 7 of each truck are connected together at their outerends by bumper frames 8 and at their inner ends by transverse couplinghead castings 9, and between the coupling head castings and the bumperframes are cross-bars which support the centre bearings 10.

The main frame 1 of the locomotive consists of two longitudinal channelbeams 13 of heavy construction which are spaced a given distance apart,and by heavy end beams 14 which form the body bolsters and from each ofwhich depends the body part 15 of the centre bearing. The body centrebearings rests upon'the centre bearings of trucks as shown.

The longitudinal beams 13 are connected together intermediate of theirends by transverse beams, and these beams are spaced apart toaccommodate the internal combustion engine. The side frames 16 of theengine are mounted on the foot brackets 18 projecting from thelongitudinal side beams 13, and the side frames 16 of the engine areconnected by cross-frames 17, Fig. 3.

19 is a floor plate secured to the underside of the beams 13, and 20 arethe side floor plates which are mounted on the upper portions of.thebeams 13 and extend from the inner walls of the cab 2 to the engineframe. The cab 2 is supported by channel beams 21 which are secured tothe niain frame in any suitable manner.

The engine 3is of the Diesel type and has two crank-shafts 22 which aremounted in bearings 23 in the cross-frame 17. The engine has twelvecylinders 24, six on one side of the centre of the engine and six on theopposite side. 25 are the pistons. 26 are the connecting rods whichconnect the pistons to the crank-shafts 22.

p The cylinder structure is supported on columns 27 mounted on the baseframe '17 as shown. These columns are parallel with the inclined centreline of each set of engines. In order to gain access to the crank shaftsand their parts, the main frame of the engine is open ateach side and isclosed bysheet metal coverings 28 which are'made detachable and arepreferably made in sections, so that on removing these cover plates 28,access can be had to the bearings of the crankshafts and to theconnecting rods, as well as to the lower part of the cylinder structure.In the present instance each plate 28 has a hook 29 which extends backof a flange 30 on a frame secured to the base frame 16 of the engine.The upper end of this cover plate rests against the side of the mainframe. 7

We will not describe the details of construction of the ports andpassages of the engine, as these form no part of this invention, thesame being of the well-lmown Diesel type.

The shafts of the internal combustion engine are connected to thegenerator 4 by gearing and a coupling 31, and at the opposite end of themain generator 4 is an exciter 32. A drive shaft 33 extends from theexciter, and on this shaft is a pulley, over which passes a belt 34which drives asmall generator 35 for charging the batteries.

The locomotive is equipped with three traction air compressors. Two ofthese compressors are located under the cab and the third is locatedabove the generator as shown at 37. An auxiliary gas engine 36 isconnected to the air compressor 37 through a clutch 38 which isautomatically actuated after the locomotive is under way. The aircompressor is coupled through piping 39 to a high pressure air tank 40.The air from this tank is used to turn over the main engine 3 instarting before combustion takes place.

After the gas engine 36 is stopped, the compressor continues to operateas an electric motor-driven unit under the same automatic control as theother two units. (The wiring not being shown.) In the present instancean air pipe 41 leads from the tank and communicates with an air manifold42 which in turn communicates with the passages leading to thecylinders.

The water chamber of the gas engine is in communication with the waterchambers of" 56, as shown in Fig. 1a, so that the hot water from thesmall gas engine will heat the cylinders of the main engine to a certaindegree and at the same time this water will be cooled by circulatingthrough the water chambers of said main engine.

Located at one end of the engine 3 is a scavenging blower 43, drivenfrom the en-' gine in any suitable manner. 44 is the intake communlcatmgwith the blower, and

45 is the exhaust which communicates with a pipe 46 leading to the mainintake 47 on each side of the engine structure.

At each end of the cab of the locomotive is a radiator 48. In front ofeach radiator is a protecting screen '49. The water is circulated by anyform of circulating pump. Directly back of the front radiator 48 is ablower 50 which is driven through a driving belt from the shaft 33.drawn through the radiators by the blower and is discharged into theclear story of the front portion of the cab and out through sideopenings 51 in the sides thereof.

A blower 52 is located in the rear end of the cab and in the presentinstance is driven by an electric motor 53. The outside air is drawnthrough the radiators by the blower and discharged into the upper partof the cab and out through side openings 54 in the same manner as theblower at the front of the cab.

The radiators have been shown in outline, as they may be of any typedesired.

The control equipment of the locomotive has been omitted'in the drawingsas it forms no part of the present invention; also, certain parts of theDiesel engine have been omitted for a like reason.

The frames and trucks of the locomotive form no part of this applicationas they are set forth and claimed in a companion application filedFebruary 9th, 1927, under Serial No. 166,877, now Patent 1,720,903 ofJuly 16, 1929.

We claim The combination of an oil engine of the Diesel type; a baseframe mounted on the frame of a locomotive; cross'bars connecting theside frames of the engine; two crankaXles mounted in the bearings in thecrossbars; two sets of cylinders and connecting rods, said cylindersbeing arranged at an incline with respect to the vertical centre line ofthe engine; and detachable cover plates at each side of the engine sothat access may be had to the bearings and connecting rods of the enine.

Jo'iiN s. KEEN. FRANK B. DEANS.

The outside air is Inn lOS

